Home' RTCA Documents for Review : DO-230I, Airport Security Access Control Systems Contents 18
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Fusion Center: This is a relatively new concept that is used to provide intelligence to inform the judgment
of decision makers. Fusion Centers are not a true command control structure; they are a place where
multiple agencies can collaborate to provide resources, expertise, and information with the goal of
maximizing the ability to detect, prevent, investigate, and respond to criminal and emergency activity.
Airport operations groups are usually participants/users rather than the host agency. Ideally, the fusion
center involves every level and discipline of government and private sector entities, although the level of
involvement will vary based on specific local circumstances or be constrained by resource limitations.
All aircraft operators operating at the airport, including seasonal charter flights, scheduled air carriers, air
express operators, cargo and other operators are potential stakeholders that have requirements for the airport
security access control system. These stakeholders could be individually represented or via organizational
representation (such as the IATA, A4A, Regional Airline Association, Cargo Airline Association, Charter
Airline Association, Aircraft Owners and Pilots Association, and National Business Aviation Association,
just to name a few).
The US Department of Homeland Security and its sub-agencies (including the Transportation Security
Administration, Customs and Border Protection, Immigration and Customs Enforcement) along with the
US Department of Transportation’s Federal Aviation Administration are some of the federal organizations
that are part of the communities of interest for a US airport. In addition, the US Department of Defense
would be a stakeholder and part of the community of interest depending on whether it is a proximity issue
(of the military facility to the airport) or it is a full joint use facility.
The complement of Law Enforcement Officials (LEO) is categorized into federal, state and local, and tribal
jurisdictions for the purpose of this document. Airport stakeholder officials at an airport vary depending
on the operation at the facilities and its jurisdiction. If the airport facility is within the boundaries of a
municipality, for instance, the LEOs might be further sub-divided into city, county or territorial officials
and some segments could be under the jurisdiction of military personnel in the case of a joint-use airport.
Other US federally empowered agencies with stakeholder law enforcement include the Department of State
(VIP and diplomatic protection personnel), Department of Agriculture, Department of Homeland Security
(Federal Air Marshals), Department of Justice (US Marshals Service, Federal Bureau of Investigation, Drug
Enforcement Agency, and Bureau of Alcohol, Tobacco, Firearms and Explosives) just to name a few. The
fifty US federated states also maintain various branches of law enforcement as do local municipalities,
counties, territories and tribal entities.
Incident Response Posts
Incident response coordination could follow the path of identify, respond, stabilize, recover, restore, resume
and normalized with stakeholder inputs based on the nature of the incident. Incident response can be
coordinated from a centralized location (i.e., an established SOC) or from a decentralized response location
based on the nature of the incident. Proactive monitoring or reactive response to an incident should be
addressed as part of the design of a PACS. IT-related incidents (such as a network, server or router
disruptions or failures) might be initially reported to an SOC and addressed in a by separate Incident
Response Coordination Center if categorized at a priority other than security-related. Risk mitigation and
continuation of ongoing operations planning are essential considerations for airport operators during their
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